Lubricating system for automobile-engines.



A. WXNTON. LUBRIGATING SYSTEM FOR AUTOMGBILE ENGINES. APPLIOATION FILEDMAR 9, 1912.

1,090,773., Patented Mar.17,1914.

Wilma mm QW g v scribed in the said PAEW idl@.

ALEXANDER WINTON, 0F CLEVELAND, OHIO.

Specification of Letters Patent.

Patented Mar. 11?, 1914i.

Application filed March 9, 1912. Serial No. 682,674.

To all whom it may concern Be it known that I, ALEXANDER WINTON, acitizen of the United States, residing at Cleveland, in the county ofCuyahoga and State of Ohio, have invented certain new and usefulImprovements in Lubricating Systems for Automobile-Engines, of which thefollowing is a specification, reference being had therein to theaccompanying rawing.

This invention relates to improvements in lubricating systems forautomobile engines, and is particularly intended for the explosive typeof engine.

he type of lubricating system here shown is disclosed in Patent No.925,258 of June 15th 1909, granted to myself and Harold B. Anderson, andit will not be necessary to explain, to any great extent, those eaturesof the system which are fully 'depatent, further than is required for anunderstanding of the present improvement.

The type of system disclosed in plicationand in the said patent islating system in which there are two pumps, a relatively large one fortaking the oil from a drip pipe below the engine crank case and carryingit to a reservoir, and a relatively small pump which takes the oil fromthe reservoir and delivers it to the points to be lubricated. therebypreventing any accumulation of oil in the crank case and preventing thecrank case from in any sense acting as an oil chamber.

y present improvement relates to the arrangement of the oil passages orducts n the main bearings of the crank shaft in connection with theforced feed supply to said main bearings andthe ducts or passages fromthe said main hearings to the crank shaft connecting rod bearings.

In the accompanying drawings, Figure 1. is a view of the oiling systemwith my improve. .ent applied thereto, the position of the parts beingdiagrammatically shown. Fig. 2 is an enlarged view of two of the crankshaft and connecting rod bearings, showing the arrangement of the oilduct 0- passages. Fig. 3 is an enlarged sectional .view of one of thecrankshaft end bearings, the oil grooves being shown in dotted lines.

ef erring now to the drawings in which like reference characters denotethe same this apa circuparts, 1 is the crank case bottom and 2 the crankshaft of the engine.

3 is an oil reservoir or chamber into which oil is delivered which it istaken and carried to the delivery and 5 takes the oil-through a pipe 7from a his drip pipe 8 is located below the crank case bottom 1 andcommunicates therewith through the pipes 9. As shown the drip pipe 8 isat an inclination so that all the oil therein flows to thatend to whicht e pipe 7 is connected. The oil taken from .the drip pipe 8 isdelivered to the reservoir 3 through a pipe 10 which communicates withthe upper portion of the reservoir through a pipe 11. Oil is taken fromthe reservoir 3, by the pump 5 through a pipe 12 and delivers the oil toa distributing head 13 through a pipe 14. The pipes 15 distributing head13 with the two end openings 16 of the crank shaft, and the pipes 17connect the distributing head bearings 18, while the pipe distributinghead with the shown).

Referring now to the intermediate crank shaft-bearings 18, it will beobserved that the pipes 17 connect with the bearing bushings 20, throughopenings 21, and that the bearing bushings have laterally extendinggrooves 22, which have their ends communicating with the circulargrooves 23.

his arrangement of grooves in the bearing bushings, provideseificientlubrication for the bearings .and lubrication for the adjacentconnecting rod bearings 24 .is furnished by an oil passage 25 madediagonally through the crank shaft 2 and connecting the annular grooves23 with the connecting rod bearing surface 24. a

eferring now to the end bearings 16, it will be observed that the oilgroove arrangement for these hearings differs from the arrangement forthe intermediate bearings only in omitting one of the annular grooves 23for the outer forked grooves 26.

gear train (not supplied to the Suitable check valves 27 are providedfor the pump 4 and ball check valves 28 are provided for the pump 5, theoperation of which is so well understood that any description thereof isunnecessary;

Connected with the distributing head 13 is a bypass pipe 29 having avalve 30. By means of this arrangement any desired quantity of oil fedto the distributing head 13 can be shunted or bypassed to the reser-VOir through the pipe 29 and in this way the amount of oil suppliedthrough the pipes 15, 17 and 19 by the pump 5 can be controlled bysetting the valve 30 to by.- pass more or less oil to the reservoir 3,owing to the fact that the bypass pipe 29 is connected to thedistributing head 13 at a point between the oil supply pipes and thepump 5. By means of this construction less oil can be supplied to thebearings than the pump capacity of the pump 5, or the full pumpingcapacity of the pump 5 may be caused to ow to the bearing points byclosing the valve 30.

As stated in the beginning of this description, the pump 4, which takesthe oil from the drip pipe 8 is larger and has greater pumping capacitythan the pump 5, which feeds oil to the bearings. By reason of thisarrangement, it is impossible for any oil to accumulate in either thecrank case bottom or the drip pipe 8, because the .pump 4 will take theoil from the drip pipe faster than it is possible for the relativelysmaller pump 5 to carry it to the bearing points. In addition to thedifference in the pumping capacity of the two pumps, there is someconsumption of the oil in lubricating the bearings, which is neverrecovered and when that is added to the difference in the pumpingcapacities of the two pumps, it will be seen that it is not possible tohave any accumulation of oil in the crank case bottom.

In this system the oil is intended to be bearings when underprestherefore, somewhat of a flushing action, thus providing a rapidlubrication which will prevent any clogging of the oil ducts, and suchample lubrication that there will be no heating of the bearings.Whatever oil falls from these bearings into the crank case bottom 1,immediately .flows to a drip pipe 8 through the pipes 9, thus preventingany accumulation of the oil in the crank case bottom, but furnishingsufficient oil so that it runs on the crank arms 31 of the crank shaftand the movement of these crank arms will throw some of the oil from thecrank arms up to the cylinders (not shown) for lubricating the pistons(not shown). The oil being fed to the crank shaft bearings underpressure, it is caused to flow into the circular grooves 23, and

sure and has,

from them into the oil ducts 25 and supply lubrication for theconnecting rod bearings 24.

I have shown a portion of only one of the connecting rods 32 and,therefore, only one connecting rod bearing bushing These connectingrodbearing bushings are provided with annular grooves, as shown at 3a,which communicate with the ends of the oil ducts 25;

Having thus described my invention, what I claim and desire to secure byLetters Patent is:

1. A lubricating system for engines, comprising a crank shaft bearing,the shaft having crank arms at each side of the said bearing, groovesarranged on the surface of the said bearing adjacent the movin part,forming channels therebetween, eac of the said crank arms having a diaonally arranged oil duct, one end of eac duct communicating with one ofthe annular grooves, the other located at the connecting rod bearing, asupply port in communication with the said annular grooves, and meansfor supplying oil under pressure to the said supply port.

2. A lubricating system for engines, comprising a crank shaft bearing,the shaft having crank arms at each side of the said bearing, annular.grooves arranged on the surface of the said bearing adjacent the' movingpart and forming channels therebetween each of the said crank arms havina diagonally arranged oil duct, one end 0 each duct communicating withone' of the annular grooves, the other located at the connecting rodbearing, a groove on the crank shaft bearing connecting the said annulargrooves a supply port in communication with t e grooves on the saidhearing, and means for supplying oil under pressure to the said supplyport.

3. A lubricating system for engines, comprising a crank shaft bearing,the shaft having crank arms at each side of the said bearing. annulargrooves arranged on the surface of the said bearing adjacent the tween,lateral grooves on the said bearing connecting the said annular grooves,a supply port in communication with the said lateral grooves, each ofthe crank arms having a diagonally arran ed oil duct, one end of eachduct communicatin with one of the annular grooves, the ot er located atthe connecting rod bearing, and means for supplying oil under pressureto the said supply port. 4:. A lubricating system for prising a crankshaft bearing, mg crank arms at each side of the said bearin roovesarranged on the surface of the said caring adjacent the moving part, thesaid grooves forming channels between the twocooperating parts, each ofthe said or engines, comthe shaft havank arms having a, diagonally arranmeon'za ged oil duct,

of the grooves, the other located at the conneeting rod bearing, asupply port in communication with the said annular grooves and means forsupplying oil under pressure to the said supply port.

In testimony whereof I hereunto aifix my one end of each ducteommunicatmg with one signature the presence of two witnesses.

ALEXANDER WINTON.

Witnesses:

HAROLD B. ANDERSON, W. J. WARD. e

